Vehicle control device, vehicle control method, and program

Abstract

[Problem] To suppress a sense of incongruity from being imparted to a driver. [Solution] A device for controlling a vehicle that travels due to a driving force of a drive source being transmitted to drive wheels via a continuously variable transmission, wherein when the temperature of the driving force or the continuously variable transmission is lower than a predetermined temperature, the oil pressure of a continuously variable transmission is increased compared to when the temperature is higher, and when the temperature of the driving force or the continuously variable transmission is lower than the predetermined temperature but the rotation speed of the drive source has changed from being outside of a predetermined range to inside the predetermined range, the increase in oil pressure is reduced.

Description

Vehicle control device, vehicle control method, and program

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program.

[0002] Patent Document 1 discloses that the operating temperature of the catalyst is affected by changing the loss power of the automatic transmission, and that the tension of the wrapping member of the CVT transmission is increased to increase the loss power of the automatic transmission.

[0003] Japanese Patent Application Laid-Open No. 2003-74687

[0004] The belt tension of the continuously variable transmission can be increased by increasing the hydraulic pressure of the continuously variable transmission. However, increasing the hydraulic pressure of the continuously variable transmission may cause discomfort to the driver.

[0005] The present invention has been made in view of the above-mentioned problems, and has an object to suppress the sense of discomfort felt by the driver.

[0006] According to one aspect of the present invention, a vehicle control device is a control device for a vehicle that travels by transmitting the driving force of a drive source to drive wheels via a continuously variable transmission, and when the temperature of the drive source or the continuously variable transmission is lower than a predetermined temperature, the oil pressure of the continuously variable transmission is increased compared to when the temperature is higher, and even when the temperature of the drive source or the continuously variable transmission is lower than the predetermined temperature, if the rotational speed of the drive source changes from outside a predetermined range to within a predetermined range, the increase in the oil pressure is reduced.

[0007] According to one aspect of the present invention, when the rotation speed of the drive source falls within a predetermined range that is likely to cause discomfort to the driver, the hydraulic pressure is lowered by reducing the increase in hydraulic pressure. This makes it possible to prevent the driver from feeling discomfort caused by increasing the hydraulic pressure of the continuously variable transmission. Furthermore, even if the increase in hydraulic pressure is reduced, the hydraulic pressure can still be increased. Therefore, the load on the drive source can be increased by increasing the load on the continuously variable transmission without reducing the hydraulic pressure more than necessary, which also allows the engine temperature to rise.

[0008] FIG. 1 is a diagram showing essential parts of a vehicle. FIG. 2 is a diagram showing, in a flowchart, an example of control performed by a controller. FIG. 3 is a diagram showing a first explanatory diagram of a method of correcting hydraulic pressure. FIG. 4 is a diagram showing a second explanatory diagram of a method of correcting hydraulic pressure. FIG. 5 is a diagram showing a third explanatory diagram of a method of correcting hydraulic pressure. FIG. 6 is a diagram showing, in a flowchart, a first modified example of control. FIG. 7 is a diagram showing, in a flowchart, a second modified example of control. FIG. 8 is a diagram showing, in a flowchart, an example of a timing chart corresponding to the flowchart shown in FIG. 7. FIG. 9 is a diagram showing, in a flowchart, an example of a shift map for a transmission. FIG. 10 is a diagram showing, in a flowchart, a third modified example of control.

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

[0010] 1 is a diagram showing the main components of a vehicle. The vehicle includes an engine (ENG), a transmission (TM), drive wheels (DW), and a hot water heater (HT). The hot water heater (HT) is used to heat the vehicle interior and generates hot air using the heat of the engine's coolant.

[0011] The engine ENG constitutes a drive source of the vehicle, and power from the engine ENG is transmitted to the drive wheels DW via the transmission TM. In other words, the transmission TM is provided in a power transmission path connecting the engine ENG and the drive wheels DW.

[0012] The transmission TM is an automatic transmission and a belt-driven continuously variable transmission. The transmission TM has ranges such as drive (D) range, reverse (R) range, neutral (N) range, and parking (P) range, any one of which can be set as the set range. The D range and R range constitute the driving range, and the N range and P range constitute the non-driving range. The D range constitutes the forward range, and the R range constitutes the reverse range.

[0013] The transmission TM has a torque converter TC, a forward / reverse switching mechanism SWM, and a variator VA.

[0014] The torque converter TC transmits power via a fluid. In the torque converter TC, the lock-up clutch LU is engaged to increase power transmission efficiency.

[0015] The forward / reverse switching mechanism SWM is provided in a power transmission path connecting the engine ENG and the variator VA. The forward / reverse switching mechanism SWM switches the direction of rotation of the input rotation to switch between forward and reverse travel of the vehicle. The forward / reverse switching mechanism SWM includes a forward clutch FWD / C that is engaged when the D range is selected, and a reverse brake REV / B that is engaged when the R range is selected. When the forward clutch FWD / C and the reverse brake REV / B are released, the transmission TM is placed in a neutral state, i.e., a power cut-off state.

[0016] The variator VA constitutes a belt continuously variable transmission mechanism having a primary pulley PRI, a secondary pulley SEC, and a belt BLT wound around the primary pulley PRI and the secondary pulley SEC. A primary pressure Ppri is supplied to the primary pulley PRI, and a secondary pressure Psec is supplied to the secondary pulley SEC from a hydraulic control circuit 12. The belt BLT is, for example, a chain belt.

[0017] The transmission TM is provided with an oil pump 10 as a hydraulic pressure source that discharges oil to generate hydraulic pressure P for the transmission TM. The oil pump 10 is a mechanical oil pump driven by power from the engine ENG, and the power of the engine ENG is transmitted to the oil pump 10 via a power transmission mechanism (e.g., a power transmission mechanism including a chain and sprockets) that extracts power from an impeller of a torque converter TC, for example. The oil pump 10 pumps oil to a hydraulic control circuit 12, and the hydraulic control circuit 12 generates a line pressure that constitutes the source pressure of the hydraulic pressure P for the transmission TM using the oil pump 10 as a hydraulic pressure source, a primary pressure Ppri (hydraulic pressure of a primary pulley PRI) that uses the line pressure as the source pressure, a secondary pressure Psec (hydraulic pressure of a secondary pulley SEC), and the like.

[0018] The transmission TM further includes a controller 11 and a hydraulic control circuit 12 .

[0019] The controller 11 is a vehicle control device and is composed of multiple controllers. Each controller performs control by executing a program stored in ROM or RAM using a CPU. The program may be stored in a non-transitory storage medium such as a CD-ROM. Each controller is composed of one or more computers (microcomputers) equipped with a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and an input / output interface (I / O interface).

[0020] The controller 11 includes an engine controller 111 used to control the engine ENG, a transmission controller 112 used to control the transmission TM, and a vehicle integrated controller 113. The controller 11 also includes a steering controller used for steering control, a brake controller used for brake control, etc., and performs vehicle control including control of the engine ENG and the transmission TM. The vehicle control also includes automatic driving control. The controller 11 may be a single controller.

[0021] Signals are input to the controller 11 from a transmission temperature sensor 21 for detecting the temperature of the transmission TM, an engine rotation speed sensor 22 for detecting the rotation speed NE of the engine ENG, an acceleration sensor 23 for detecting the acceleration and deceleration DCC (negative acceleration) of the vehicle, a vehicle speed sensor 24 for detecting the vehicle speed VSP, a turbine rotation speed sensor 25 for detecting the turbine rotation speed Ntb of the torque converter TC, an engine temperature sensor 26 for detecting the temperature of the engine ENG, and a heater switch 27 for switching the hot water heater HT on and off. An oil temperature TOL, which is the temperature of the oil that generates the hydraulic pressure P of the transmission TM, is detected as the temperature of the transmission TM, and a coolant temperature Tw of the engine ENG is detected as the temperature of the engine ENG.

[0022] The controller 11 also receives signals from other sensors and switches 28, which include various sensors and switches other than those described above. The other sensors and switches 28 include, for example, an accelerator position sensor for detecting an accelerator position APO, a throttle position sensor for detecting a throttle position, a brake sensor for detecting a brake pedal force, a line pressure sensor for detecting a line pressure, a primary pressure sensor for detecting a primary pressure Ppri, a secondary pressure sensor for detecting a secondary pressure Psec, a PRI rotational speed sensor for detecting the rotational speed of the primary pulley PRI, and a SEC rotational speed sensor for detecting the rotational speed of the secondary pulley SEC. The line pressure constitutes the hydraulic pressure P of the transmission TM in this embodiment. The hydraulic pressure P may be the primary pressure Ppri or the secondary pressure Psec (pulley pressure).

[0023] Various signals required for vehicle control are input to the controller 11, and the controller 11 is programmed to control the vehicle based on the input signals. For example, when controlling the transmission TM, the transmission controller 112 in the controller 11 controls the hydraulic control circuit 12 based on the input signals. The hydraulic control circuit 12 performs hydraulic control of the lock-up clutch LU, forward clutch FWD / C, reverse brake REV / B, primary pulley PRI, secondary pulley SEC, etc. based on instructions from the transmission controller 112. This allows the transmission TM (variator VA) to shift gears, etc. The controller 11 also activates and deactivates the hot water heater HT based on a signal from the heater switch 27, for example. The controller 11 activates the hot water heater HT when an ON signal is input from the heater switch 27 (when heating is required), and deactivates the hot water heater HT when an OFF signal is input from the heater switch 27 (when heating is not required).

[0024] In a vehicle, a heating assist operation is performed to increase the rotation speed NE of the engine ENG when the temperature is low. The heating assist operation can be performed in preparation for the case where the hot water heater HT is turned on to assist in heating the vehicle interior. In the heating assist operation, the engine ENG is operated at a high rotation speed, which tends to deteriorate fuel economy. For this reason, it is desirable to raise the temperature of the engine ENG in order to quickly exit the heating assist operation state.

[0025] The temperature rise of the engine ENG can be accelerated by increasing the amount of work done by the engine ENG and increasing the amount of heat generated by the engine ENG. When the load on the engine ENG is increased, the amount of work done by the engine ENG increases as the engine power output increases accordingly. The load on the engine ENG can be increased in the following ways.

[0026] For example, increasing the tension of the belt BLT of the transmission TM increases the friction between the belt BLT and the primary pulley PRI and the secondary pulley SEC. Therefore, increasing the tension of the belt BLT can increase the load on the engine ENG. The tension of the belt BLT can also be increased by increasing the hydraulic pressure P of the transmission TM. Increasing the hydraulic pressure P increases the load on the oil pump 10 driven by the engine ENG, which also increases the load on the engine ENG.

[0027] However, increasing the hydraulic pressure P of the transmission TM increases noise (e.g., chain noise) and vibrations generated at the sliding portions between the belt BLT and the primary pulley PRI and secondary pulley SEC. Furthermore, increasing the hydraulic pressure P drives the oil pump 10 at a higher rotational speed, increasing the noise and vibrations of the oil pump 10. As a result, there is a concern that the noise and vibrations may exceed the allowable level for the vehicle's sound and vibration performance, causing discomfort to the driver.

[0028] For this reason, the controller 11 performs control as will be described below.

[0029] Fig. 2 is a flowchart showing an example of control performed by the controller 11. Each process in the flowchart shown in Fig. 2 is performed by the transmission controller 112, and the transmission controller 112 can repeatedly execute the process in the flowchart shown in Fig. 2.

[0030] In step S1, various signals are acquired, such as the oil temperature TOL, the rotation speed NE, the oil pressure P, the vehicle speed VSP, the turbine rotation speed Ntb, and the like.

[0031] In step S2A, it is determined whether the oil temperature TOL is equal to or lower than a predetermined temperature α. The predetermined temperature α is set in advance as a value defining the heating assist operation range of the engine ENG, and the heating assist operation range of the engine ENG is defined as the range where the oil temperature TOL is equal to or lower than the predetermined temperature α (e.g., 10°C). If the determination in step S2A is negative, there is no need to perform heating assist operation and there is no need to increase the load on the engine ENG, so the process is temporarily terminated. If the determination in step S2A is positive, the process proceeds to step S3A.

[0032] In step S3A, it is determined whether the rotation speed NE is lower than a predetermined rotation speed NE1. The predetermined rotation speed NE1 is set in advance as a value that defines a rotation speed NE range where sound vibration requirements are strict, and the range where the rotation speed NE is lower than the predetermined rotation speed NE1 is set as the predetermined range.

[0033] The predetermined range is a range where sound and vibration requirements are stricter than those outside the predetermined range (a range where the rotational speed NE is equal to or higher than the predetermined rotational speed NE1), and sound and vibration performance is more likely to deteriorate within the predetermined range than outside the predetermined range, and the deterioration in sound and vibration performance is more likely to cause discomfort to the driver. The predetermined rotational speed NE1 is set within a range of 1,500 rpm to 4,000 rpm depending on the size of the vehicle, etc.

[0034] If the determination in step S3A is affirmative, it is determined that the rotation speed NE is within the predetermined range, and the process proceeds to step S4A. If the determination in step S3A is negative, it is determined that the rotation speed NE is outside the predetermined range, and the process proceeds to step S5A.

[0035] In step S4A, the first sound vibration upper limit regulation pressure Pnv1 set for the oil pressure P is set to a first predetermined value Pnv11. The first sound vibration upper limit regulation pressure Pnv1 is set in advance according to the rotation speed NE as an upper limit value of the oil pressure P at which the sound vibration performance does not exceed an allowable level. The first predetermined value Pnv11 is set in advance as the first sound vibration upper limit regulation pressure Pnv1 corresponding to the case where the rotation speed NE is lower than a predetermined rotation speed NE1 (i.e., within a predetermined region).

[0036] In step S5A, the first sound vibration upper limit regulation pressure Pnv1 is set to a second predetermined value Pnv12. The second predetermined value Pnv12 is set in advance as the first sound vibration upper limit regulation pressure Pnv1 corresponding to the case where the rotation speed NE is equal to or higher than a predetermined rotation speed NE1 (i.e., outside a predetermined range). The second predetermined value Pnv12 is set to be larger than the first predetermined value Pnv11.

[0037] This is because, when the rotation speed NE is high, the noise and vibration caused by the increase in oil pressure P become less noticeable among other noises and vibrations, such as noise and vibration while the vehicle is running, and the sound and vibration performance satisfies the allowable level even if the first sound and vibration upper limit regulation pressure Pnv1 is increased to relax the restriction on the oil pressure P based on the sound and vibration request. After step S4A or step S5A, the process proceeds to step S6A.

[0038] In step S6A, it is determined whether the command pressure Pi of the oil pressure P of the transmission TM is equal to or less than the first sound vibration upper limit regulation pressure Pnv1. The oil pressure P may be used for the determination instead of the command pressure Pi. The same applies to step S7A, which will be described next. If the determination in step S6A is positive, that is, if the command pressure Pi is equal to or less than the first sound vibration upper limit regulation pressure Pnv1, it is determined that the sound vibration performance does not exceed the allowable level, and the process proceeds to step S7A.

[0039] In step S7A, it is determined whether the value obtained by adding the increase amount ΔP of the oil pressure P to the command pressure Pi is equal to or less than the first sound vibration upper limit regulation pressure Pnv1. The increase amount ΔP is a value added to the command pressure Pi in an increase correction of the oil pressure P, which will be described later, and is set in advance as an offset amount that increases the oil pressure P by a fixed amount, that is, an offset amount that uniformly increases the oil pressure P by a fixed amount.

[0040] Therefore, in step S7A, when an increasing correction is performed to increase the hydraulic pressure P by a certain amount by the increase amount ΔP, it is determined whether the noise and vibration performance will not exceed the allowable level due to the increased and corrected hydraulic pressure P. If the determination in step S7A is positive, it is determined that the noise and vibration performance will not exceed the allowable level, and the process proceeds to step S8.

[0041] In step S8, an oil pressure command for oil pressure P is issued at a value obtained by adding the increase amount ΔP to the command pressure Pi, thereby performing an increase correction for oil pressure P by adding the increase amount ΔP to oil pressure P. As a result, when the oil temperature TOL is lower than the predetermined temperature α (YES in step S2), the oil pressure P of the transmission TM is increased compared to when it is higher (NO in step S2). After step S8, the processing is temporarily terminated.

[0042] FIG. 3 is a first explanatory diagram of a method for correcting the hydraulic pressure P. FIG. 3 corresponds to step S8 in FIG. 2. In the case shown in FIG. 3, before the upward correction, the command pressure Pi (the hydraulic pressure P controlled to the command pressure Pi) is equal to or less than the first sound vibration upper limit regulation pressure Pnv1 (YES in step S6A in FIG. 2), and the value obtained by adding the increase amount ΔP to the command pressure Pi is equal to or less than the first sound vibration upper limit regulation pressure Pnv1 (YES in step S7A in FIG. 2). Therefore, in this case, the hydraulic pressure P after the upward correction on the right side in FIG. 3 does not reach the first sound vibration upper limit regulation pressure Pnv1. Therefore, by performing the upward correction of the hydraulic pressure P, the load on the engine ENG can be increased without deteriorating the sound vibration performance below an acceptable level.

[0043] If the load on the engine ENG increases, the rotational speed NE will decrease and the vehicle speed VSP will decrease. Therefore, in this case, the driver operates the accelerator (accelerates) to obtain the desired vehicle speed VSP, thereby increasing the rotational speed NE. As a result, the amount of heat generated by the engine ENG increases, which causes the temperature of the engine ENG to rise. In other words, if the load on the engine ENG is increased, the temperature of the engine ENG can be increased by encouraging the driver to accelerate. This makes it possible to exit the heating assist operation state earlier, thereby improving fuel efficiency.

[0044] Returning to FIG. 2, if the judgment in step S7A is negative, it is judged that the sound vibration performance will exceed the allowable level due to the oil pressure P after the increase correction in which the oil pressure P is increased by a certain amount by the increase amount ΔP, and the processing proceeds to step S9.

[0045] In step S9, the oil pressure command for oil pressure P is given at a value obtained by adding the increase amount ΔP to the command pressure Pi, while the increase amount ΔP is corrected by increasing the oil pressure P to reduce the increase amount ΔP. As a result, even if the oil temperature TOL is lower than the predetermined temperature α (NO in step S2), if the noise and vibration performance exceeds the allowable level (YES in step S7A), the oil pressure P is reduced, thereby suppressing deterioration of the noise and vibration performance.

[0046] Fig. 4 is a second explanatory diagram of a method for correcting the hydraulic pressure P. Fig. 4 corresponds to step S9 in Fig. 2. In the case shown in Fig. 4, before the increasing correction, the command pressure Pi (the hydraulic pressure P controlled to the command pressure Pi) is equal to or lower than the first sound vibration upper limit regulation pressure Pnv1 (YES in step S6A in Fig. 2), and the value obtained by adding the increase amount ΔP to the command pressure Pi is higher than the first sound vibration upper limit regulation pressure Pnv1 (NO in step S7A in Fig. 2).

[0047] Therefore, in this case, the increase amount ΔP is reduced. By reducing the increase amount ΔP to ΔP1, the oil pressure P after the increase correction is reduced so that it becomes the first sound vibration upper limit regulation pressure Pnv1. As a result, the oil pressure P after the increase correction on the right side of FIG. 4 is limited to the first sound vibration upper limit regulation pressure Pnv1. Therefore, in this case, by increasing the oil pressure P by reducing the increase amount ΔP, the oil pressure P can be increased as much as possible without deteriorating the sound vibration performance below an allowable level, and the load on the engine ENG can be increased as much as possible. The increase amount ΔP can be reduced to a maximum of zero, in which case the oil pressure P is increased by adding zero to the increase amount ΔP.

[0048] Returning to Figure 2, the value obtained by adding the increase amount ΔP to the command pressure Pi becomes higher than the first sound vibration upper limit regulation pressure Pnv1 (NO in step S7A), for example, when the first sound vibration upper limit regulation pressure Pnv1 switches from the second predetermined value Pnv12 (step S5A) to the first predetermined value Pnv11 (step S4A), that is, when the first sound vibration upper limit regulation pressure Pnv1 becomes lower and the sound vibration requirements become stricter.

[0049] In this case, when the increase amount ΔP is reduced in step S9, the load on the engine ENG is reduced compared to before the increase amount ΔP was reduced. If the load on the engine ENG is reduced, the rotation speed NE increases and the vehicle speed VSP increases. Therefore, the driver reduces the rotation speed NE by easing up on the accelerator pedal (performing a deceleration operation) so as to obtain the desired vehicle speed VSP. In other words, reducing the load on the engine ENG can reduce the rotation speed NE by encouraging the driver to decelerate.

[0050] On the other hand, in step S9, even if the increase amount ΔP is reduced, the oil pressure P can be increased by increasing the correction of the oil pressure P. Therefore, in step S9, when the sound vibration requirement becomes stricter, by reducing the increase amount ΔP, it is possible to suppress deterioration of the sound vibration performance and suppress the driver from feeling uncomfortable, while also achieving a temperature rise of the engine ENG more than when the increase correction of the oil pressure P is not performed.

[0051] In such a case (i.e., when a negative determination is made in step S3A and an increasing correction is made in step S8, and then a positive determination is made in step S3A and an increasing correction is made in step S9 in the subsequent routine), the increase amount ΔP constitutes the increase in the hydraulic pressure P. After step S9, the process is temporarily terminated.

[0052] If the determination in step S6A is negative, that is, if the command pressure Pi is higher than the first sound vibration upper limit regulation pressure Pnv1, the sound vibration performance will exceed the allowable level even before the oil pressure P is increased. This is because the first sound vibration upper limit regulation pressure Pnv1 is set to allow the command pressure Pi to temporarily become higher than the first sound vibration upper limit regulation pressure Pnv1 depending on the state of the vehicle, such as when the vehicle starts and a high oil pressure P is required. For this reason, if the determination in step S6A is negative, it is determined that the sound vibration performance will exceed the allowable level in an allowable vehicle state, and the processing is temporarily terminated. In this case, a hydraulic pressure command for the oil pressure P is issued using the command pressure Pi.

[0053] FIG. 5 is an explanatory diagram of a third method for correcting the hydraulic pressure P. FIG. 5 corresponds to a case where a negative determination is made in step S6A in FIG. 2. In the case shown in FIG. 5, before the upward correction, the command pressure Pi (the hydraulic pressure P controlled to the command pressure Pi) is higher than the first sound vibration upper limit regulation pressure Pnv1 (NO in step S6A in FIG. 2). In this case, the hydraulic pressure P already exceeds the first sound vibration upper limit regulation pressure Pnv1, so the upward correction is not performed. Also, in this case, the sound vibration performance is allowed to exceed the allowable level, so the hydraulic pressure P is not decreased. Therefore, in this case, the hydraulic pressure P is not corrected, so the hydraulic pressure P is not lowered more than necessary. The decrease in the hydraulic pressure P reduces the load on the engine ENG, and delays in the temperature rise of the engine ENG can be suppressed.

[0054] 2, in steps S3A to S5A, the first sound vibration upper limit regulation pressure Pnv1 is set to different values ​​corresponding to whether the pressure is within a predetermined range (step S4A) or outside the predetermined range (step S5A). When the first sound vibration upper limit regulation pressure Pnv1 is changed between within the predetermined range and outside the predetermined range (between a positive determination and a negative determination in step S3A), the first sound vibration upper limit regulation pressure Pnv1 is changed at a predetermined rate of change β (see FIG. 8). The predetermined rate of change β is set in advance as the amount of change in the oil pressure P per unit time, from the viewpoint of suppressing a sudden change in the oil pressure P, for example, when the oil pressure P is limited to the first sound vibration upper limit regulation pressure Pnv1.

[0055] As a result, when the first sound vibration upper limit regulation pressure Pnv1 is changed between within and outside the predetermined range, the oil pressure P limited by the first sound vibration upper limit regulation pressure Pnv1 changes at the predetermined change rate β. This makes it possible to suppress the occurrence of oil pressure vibrations in which the oil pressure P fluctuates up and down due to a sudden change in the oil pressure P, and a sudden change in the gear ratio IP.

[0056] The controller 11 may limit the oil pressure P based on the noise and vibration request in accordance with the deceleration DCC, as will be described next.

[0057] (First Modification) Fig. 6 is a flowchart showing a first modification of the control performed by the controller 11. The flowchart shown in Fig. 6 can be performed during deceleration. The flowchart shown in Fig. 6 is the same as the flowchart shown in Fig. 2 except that steps S3B to S7B are provided instead of steps S3A to S7A. Therefore, these steps will be mainly described below.

[0058] In step S3B, it is determined whether the absolute value of the deceleration DCC of the vehicle is smaller than a predetermined deceleration DCC1. The predetermined deceleration DCC1 is set in advance as a value that defines a deceleration DCC range where strict noise and vibration requirements are imposed, and a range where the absolute value of the deceleration DCC is smaller than the predetermined deceleration DCC1 is set as the predetermined range.

[0059] The predetermined region is a region where sound vibration requirements are stricter than outside the predetermined region (a region where the deceleration DCC is equal to or greater than the predetermined deceleration DCC1 in absolute value), and sound vibration performance is more likely to deteriorate within the predetermined region than outside the predetermined region, and the deterioration in sound vibration performance is more likely to cause discomfort to the driver. The predetermined deceleration DCC1 is set as a value that defines sudden deceleration, and a situation outside the predetermined region corresponds to a case where sudden deceleration has occurred.

[0060] If the determination in step S3B is affirmative, it is determined that the deceleration DCC is within the predetermined range, and the process proceeds to step S4B. If the determination in step S3B is negative, it is determined that the deceleration DCC is outside the predetermined range, and the process proceeds to step S5B.

[0061] In step S4B, the second sound vibration upper limit regulation pressure Pnv2 set for the oil pressure P is set to a first predetermined value Pnv21. The second sound vibration upper limit regulation pressure Pnv2 is set in advance according to the deceleration DCC as an upper limit value of the oil pressure P at which the sound vibration performance does not exceed an allowable level. The first predetermined value Pnv21 is set in advance as the second sound vibration upper limit regulation pressure Pnv2 corresponding to the case where the deceleration DCC is lower in absolute value than the predetermined deceleration DCC1 (i.e., within a predetermined region).

[0062] In step S5B, the second sound vibration upper limit regulation pressure Pnv2 is set to a second predetermined value Pnv22. The second predetermined value Pnv22 is set in advance as the second sound vibration upper limit regulation pressure Pnv2 corresponding to the case where the absolute value of the deceleration DCC is equal to or greater than the predetermined deceleration DCC1 (i.e., outside the predetermined region). The second predetermined value Pnv22 is set to be greater than the first predetermined value Pnv21.

[0063] This is because, when sudden deceleration occurs, the noise and vibration caused by the rise in oil pressure P will blend in with other noises and vibrations and will not be noticeable, and because the sound and vibration performance will meet the allowable level even if the second sound and vibration upper limit regulation pressure Pnv2 is increased to relax the restriction on the oil pressure P based on the sound and vibration request. The second sound and vibration upper limit regulation pressure Pnv2 is made invalid (for example, to the maximum value that can be set mathematically) while the vehicle is stopped after the engine ENG has started, as will be described later.

[0064] Like the first sound vibration upper limit regulation pressure Pnv1, the second sound vibration upper limit regulation pressure Pnv2 is set to different values ​​corresponding to within a predetermined region (step S4B) and outside the predetermined region (step S5B). When the second sound vibration upper limit regulation pressure Pnv2 is changed between within the predetermined region and outside the predetermined region (between a positive determination and a negative determination in step S3B), it is changed at a predetermined rate of change γ (see FIG. 8). The predetermined rate of change γ can be set in the same way as the predetermined rate of change β. The specific value of the predetermined rate of change γ may be the same as or different from the predetermined rate of change β. After step S4B or step S5B, the processing proceeds to step S6B.

[0065] In step S6B, it is determined whether the command pressure Pi is equal to or less than the second sound vibration upper limit regulation pressure Pnv2. If the determination in step S6B is affirmative, it is determined that the sound vibration performance does not exceed the allowable level, and the process proceeds to step S7B.

[0066] In step S7B, it is determined whether the value obtained by adding the increase amount ΔP of the hydraulic pressure P to the command pressure Pi is equal to or less than the second sound vibration upper limit regulation pressure Pnv2. The increase amount ΔP is set to an offset amount that increases the hydraulic pressure P by a certain amount, as in the case of the flowchart shown in FIG. 2. The specific value of the increase amount ΔP may be different from that in the case of the flowchart shown in FIG.

[0067] If the determination in step S7B is affirmative, it is determined that even if an increasing correction is performed to increase the hydraulic pressure P by a fixed amount using the increase amount ΔP, the increase in hydraulic pressure P will not cause the sound and vibration performance to exceed the allowable level, and the process proceeds to step S8. If the determination in step S7B is negative, it is determined that even if an increasing correction is performed to increase the hydraulic pressure P by a fixed amount using the increase amount ΔP, the increase in hydraulic pressure P will cause the sound and vibration performance to exceed the allowable level, and the process proceeds to step S9.

[0068] In this example, too, the load on the engine ENG can be increased by increasing the hydraulic pressure P in step S8. Furthermore, by increasing the hydraulic pressure P by a reduced increment ΔP in step S9, the load on the engine ENG can be increased as much as possible while suppressing deterioration in sound and vibration performance and preventing the driver from feeling uncomfortable. Furthermore, if the determination in step S6B is negative, not correcting the hydraulic pressure P prevents the hydraulic pressure P from being lowered more than necessary, and lowering the hydraulic pressure P reduces the load on the engine ENG, thereby preventing a delay in the temperature rise of the engine ENG.

[0069] In this example as well, when the second sound vibration upper limit regulation pressure Pnv2 is changed between within and outside the predetermined region (between the case where the determination in step S3B is affirmative and the case where the determination is negative), the oil pressure P limited to the second sound vibration upper limit regulation pressure Pnv2 changes at the predetermined change rate γ. Therefore, it is possible to suppress the occurrence of oil pressure vibrations due to a sudden change in the oil pressure P and a sudden change in the gear ratio IP.

[0070] The controller 11 may limit the oil pressure P based on the sound and vibration requirement in accordance with a plurality of factors that deteriorate the sound and vibration performance, as will be described next.

[0071] (Second Modification) Fig. 7 is a flowchart showing a second modification of the control performed by the controller 11. The flowchart shown in Fig. 7 differs from the flowchart shown in Fig. 2 in that steps S31 to S35 are provided instead of steps S3A to S5A, and in that steps S6C and S7C are provided instead of steps S6A and S7A. Therefore, these steps will be mainly described below.

[0072] Step S31 corresponds to the processing from step S3A to step S5A described above with reference to Fig. 2, and step S32 corresponds to the processing from step S3B to step S5B described above with reference to Fig. 6. That is, in step S31, the first sound vibration upper limit regulation pressure Pnv1 is set to a first predetermined value Pnv11 or a second predetermined value Pnv12 depending on the rotation speed NE, and in step S32, the second sound vibration upper limit regulation pressure Pnv2 is set to a first predetermined value Pnv21 or a second predetermined value Pnv22 depending on the deceleration DCC. As will be described later, the second sound vibration upper limit regulation pressure Pnv2 is disabled while the vehicle is stopped after the engine ENG is started. The rotation speed NE and the deceleration DCC constitute multiple factors that deteriorate sound vibration performance.

[0073] In step S33, it is determined whether the first sound vibration upper limit regulation pressure Pnv1 is lower than the second sound vibration upper limit regulation pressure Pnv2. If the determination in step S33 is affirmative, the sound vibration upper limit regulation pressure Pnv is set to the first sound vibration upper limit regulation pressure Pnv1 in step S34, and if the determination in step S33 is negative, the sound vibration upper limit regulation pressure Pnv is set to the second sound vibration upper limit regulation pressure Pnv2 in step S35.

[0074] That is, in this example, when the controller 11 has a plurality of sound vibration upper limit regulation pressures Pnv (here, two, a first sound vibration upper limit regulation pressure Pnv1 and a second sound vibration upper limit regulation pressure Pnv2), the lowest sound vibration upper limit regulation pressure among the plurality of sound vibration upper limit regulation pressures Pnv (here, the lower of the first sound vibration upper limit regulation pressure Pnv1 and the second sound vibration upper limit regulation pressure Pnv2) is set as the sound vibration upper limit regulation pressure Pnv used to limit the hydraulic pressure P based on the sound vibration request. In this way, the sound vibration upper limit regulation pressure Pnv is set in accordance with the conditions of the strictest sound vibration request, and therefore the strictest restriction on the hydraulic pressure P can be applied in light of a plurality of factors that deteriorate sound vibration performance.

[0075] As described above with reference to Figures 2 and 6, when the sound vibration upper limit regulation pressure Pnv is changed between outside the predetermined region and within the predetermined region (when the pressure is changed in step S31 between a case where a positive determination is made in the process equivalent to step S3A in Figure 2 and a case where a negative determination is made in step S32 between a case where a positive determination is made in the process equivalent to step S3B in Figure 6), if the sound vibration upper limit regulation pressure Pnv is set to the first sound vibration upper limit regulation pressure Pnv1, it is changed at a predetermined rate of change β (see Figure 8), and when the sound vibration upper limit regulation pressure Pnv is set to the second sound vibration upper limit regulation pressure Pnv2, it is changed at a predetermined rate of change γ (see Figure 8). By setting the predetermined rate of change β and the predetermined rate of change γ for each factor that deteriorates sound vibration performance, the predetermined rate of change β and the predetermined rate of change γ can be set appropriately.

[0076] In step S6C, it is determined whether the command pressure Pi is equal to or less than the sound vibration upper limit regulation pressure Pnv, and in step S7C, it is determined whether the value obtained by adding the increase amount ΔP to the command pressure Pi is equal to or less than the sound vibration upper limit regulation pressure Pnv. As a result, in steps S6C and S7C, determinations can be made based on the sound vibration upper limit regulation pressure Pnv that is set in accordance with the most stringent sound vibration requirements, and therefore, in subsequent processing, appropriate processing can be performed, such as suppressing deterioration of sound vibration performance caused by all of the multiple factors that deteriorate sound vibration performance.

[0077] For example, by performing an increasing correction in step S8, it is possible to avoid a situation in which the sound vibration performance does not exceed the allowable level due to the rotation speed NE but exceeds the allowable level due to the deceleration DCC. Also, by reducing the increase amount ΔP in step S9, it is possible to suppress deterioration of the sound vibration performance due to all of the multiple factors that deteriorate the sound vibration performance, thereby appropriately suppressing discomfort felt by the driver. In step S6C, if the sound vibration performance exceeds the allowable level due to the rotation speed NE in a vehicle state in which the sound vibration performance is allowable, a positive determination is made because the sound vibration performance does not exceed the allowable level due to the deceleration DCC, thereby avoiding a situation in which a negative determination is not made in step S6C even when the sound vibration performance deteriorates within the allowable range.

[0078] Fig. 8 is a diagram showing an example of a timing chart corresponding to the flowchart shown in Fig. 7. Fig. 8 illustrates a case where the oil temperature TOL is equal to or lower than a predetermined temperature α. The oil pressure P shown by the dashed line represents a comparative example in which the oil pressure P is not increased. The oil pressure P shown by the solid line corresponds to the value obtained by adding the increase amount ΔP to the command pressure Pi.

[0079] Before timing T1, the vehicle is stopped after engine ENG has started, and the oil pressure P shown by the solid line is offset to the higher side by an increase amount ΔP compared to the comparative example shown by the dashed line. While the vehicle is stopped after engine ENG has started, it is assumed that the vehicle will first start moving, and deceleration is not performed. Therefore, the second sound vibration upper limit regulation pressure Pnv2 (step S32 in FIG. 7) is invalidated, and the sound vibration upper limit regulation pressure Pnv is set to the first sound vibration upper limit regulation pressure Pnv1 (steps S33 and S34 in FIG. 7).

[0080] As shown in Fig. 8, at timing T1, the rotation speed NE is lower than a predetermined rotation speed NE1. Therefore, at timing T1, the sound vibration upper limit regulation pressure Pnv is set to the first predetermined value Pnv11 (see step S31 in Fig. 7 and step S3A in Fig. 2).

[0081] When acceleration is initiated while the vehicle is stopped after engine ENG has started, the rotation speed NE begins to increase accordingly, and as a result, the vehicle speed VSP and the oil pressure P begin to increase from time T1.

[0082] At timing T2, the rotation speed NE becomes equal to or greater than the predetermined rotation speed NE1. Therefore, from timing T2, the sound vibration upper limit regulation pressure Pnv changes from the first predetermined value Pnv11 to the second predetermined value Pnv12 at the predetermined change rate β, and reaches the second predetermined value Pnv12 at timing T3.

[0083] At timing T2, the oil pressure P reaches the sound vibration upper limit regulation pressure Pnv. Therefore, from timing T2, the increase amount ΔP is reduced so that the oil pressure P reaches the sound vibration upper limit regulation pressure Pnv, and the oil pressure P is limited to the sound vibration upper limit regulation pressure Pnv. This makes it possible to increase the oil pressure P as much as possible while suppressing deterioration of sound vibration performance and preventing the driver from feeling uncomfortable.

[0084] The oil pressure P, which is limited by the sound vibration upper limit regulation pressure Pnv, changes at a predetermined rate of change β in response to the sound vibration upper limit regulation pressure Pnv, which changes at the predetermined rate of change β. This prevents a sudden change in the oil pressure P.

[0085] From timing T3 to timing T5, the oil pressure P changes according to the rotation speed NE and the vehicle speed VSP, and becomes equal to or lower than the sound vibration upper limit regulation pressure Pnv from timing T4. As a result, from timing T4, the oil pressure P becomes larger by an increase amount ΔP than in the comparative example shown by the dashed line. This increases the load on the transmission TM compared to the comparative example shown by the dashed line, and makes it possible to increase the load on the engine ENG.

[0086] At timing T5, deceleration begins, and the vehicle speed VSP and the rotation speed NE begin to decrease. At timing T5, rapid deceleration is not occurring, and the deceleration DCC is smaller in absolute value than the predetermined deceleration DCC1. Therefore, the second sound vibration upper limit regulation pressure Pnv2 is set to the first predetermined value Pnv21 (step S32 in FIG. 7), and as shown in FIG. 8, the first predetermined value Pnv21 is lower than the first predetermined value Pnv11 and the second predetermined value Pnv12 (first sound vibration upper limit regulation pressure Pnv1).

[0087] Therefore, at timing T5, the sound vibration upper limit regulation pressure Pnv is switched from the first sound vibration upper limit regulation pressure Pnv1 to the second sound vibration upper limit regulation pressure Pnv2 (steps S33 and S35 in FIG. 7). As a result, from timing T5, the sound vibration upper limit regulation pressure Pnv changes from the second predetermined value Pnv12 to the first predetermined value Pnv21 at the predetermined change rate γ, and becomes the first predetermined value Pnv21 at timing T6.

[0088] The oil pressure P reaches the sound vibration upper limit regulation pressure Pnv between timing T5 and timing T6, and is limited to the sound vibration upper limit regulation pressure Pnv, thereby suppressing a sudden change. The oil pressure P becomes equal to or lower than the sound vibration upper limit regulation pressure Pnv again at timing T7. After deceleration ends, the deceleration DCC becomes zero, and its absolute value remains smaller than the predetermined deceleration DCC1. Therefore, even when deceleration ends at timing T8 and the vehicle speed VSP becomes zero, the sound vibration upper limit regulation pressure Pnv remains at the first predetermined value Pnv21.

[0089] In this way, in the second variant, the noise vibration upper limit control pressure Pnv is appropriately set according to different factors such as the rotation speed NE and the deceleration rate DCC, so even if the oil pressure P is increased and the load on the engine ENG is increased compared to the comparative example shown by the dashed line, the deterioration of noise vibration performance and the discomfort it causes to the driver can be appropriately suppressed according to the multiple factors that deteriorate noise vibration performance.

[0090] (Third Modification) In a third modification, the increase amount ΔP is variable. The increase amount ΔP is set in advance according to the vehicle speed VSP and the turbine rotation speed Ntb that define the shift map of the transmission TM (variator VA).

[0091] 9 is a diagram showing an example of a shift map for the transmission TM. The transmission TM shifts gears based on the shift map. Specifically, the shift map has shift lines set for each accelerator opening APO, and the transmission TM shifts gears according to the shift line selected in accordance with the accelerator opening APO. In FIG. 9, a coast line C is shown as an example of the shift line.

[0092] In the gear shift map, an operating point W of the transmission TM is indicated according to the vehicle speed VSP and the turbine rotation speed Ntb. In the gear shift map, the slope of the line connecting the operating point W and the zero point of the gear shift map corresponds to the gear ratio IP. The gear ratio IP is a value obtained by dividing the rotation speed of the primary pulley PRI by the rotation speed of the secondary pulley SEC, and the transmission TM can be shifted between a highest line H obtained by minimizing the gear ratio IP and a lowest line L obtained by maximizing the gear ratio IP.

[0093] The increase amount ΔP is predetermined on such a shift map, and is set larger in an operating region where there is a margin for increasing the hydraulic pressure P relative to the limit on the hydraulic pressure P based on the noise and vibration requirement, compared to an operating region where there is no margin for increasing the hydraulic pressure P. The increase amount ΔP is set taking into consideration the fuel efficiency requirement. In the third modified example in which the increase amount ΔP is set in this manner, the controller 11 is configured to perform the following control.

[0094] Fig. 10 is a flowchart showing a third modified example of the control performed by the controller 11. The flowchart shown in Fig. 10 is the same as the flowchart shown in Fig. 2 except for the addition of steps S61 and S62. Therefore, steps S61 and S62 will be mainly described below. Similar modifications can also be applied to the control of the first modified example described above with reference to Fig. 6 and the control of the second modified example described above with reference to Fig. 7.

[0095] In the third modified example, following a positive determination in step S6A, it is determined in step S61 whether the gear ratio IP of the transmission TM is greater than a predetermined gear ratio IP1. The predetermined gear ratio IP1 is, for example, 1, and is preset as a value that specifies a case where there is a large margin for increasing the hydraulic pressure P without deteriorating the sound and vibration performance below an allowable level.

[0096] If the determination in step S61 is affirmative, it is determined that the speed ratio IP is greater than the predetermined speed ratio IP1 (low side), and it is determined that there is not much room to increase the hydraulic pressure P without deteriorating the sound and vibration performance below an allowable level. In this case, the process proceeds to step S7A.

[0097] If the determination in step S61 is negative, it is determined that the gear ratio IP is equal to or less than a predetermined gear ratio IP1 (high side). When the gear ratio IP is on the high side, it is expected that the driver's acceleration request is small, such as when driving at a constant speed, and the oil pressure P will be lower than when it is on the low side, so there is a large margin for increasing the oil pressure P without deteriorating the sound and vibration performance below an allowable level. For this reason, if the determination in step S61 is negative, it is determined that there is a large margin for increasing the oil pressure P without deteriorating the sound and vibration performance below an allowable level, and the process proceeds to step S62.

[0098] In step S62, the increase amount ΔP is increased. This allows the oil pressure P to be further increased when the oil pressure P is subsequently corrected to increase in step S8. Therefore, the load on the engine ENG can be increased while suppressing deterioration in sound and vibration performance.

[0099] The processes of steps S61 and S62 can actually be performed by reading the increase amount ΔP, which is made variable by being predefined on a shift map, based on the vehicle speed VSP and the turbine rotation speed Ntb.

[0100] In other words, when the gear ratio IP is greater than the predetermined gear ratio IP1, this corresponds to an operating region where there is no margin for increasing the hydraulic pressure P relative to the limit on the hydraulic pressure P based on the sound vibration request, and in this case, an increase amount ΔP is read in which the increase amount ΔP is an offset amount that increases the hydraulic pressure P by a certain amount (corresponding to the negative determination in step S61). Also, when the gear ratio IP is equal to or less than the predetermined gear ratio IP1, this corresponds to an operating region where there is margin for increasing the hydraulic pressure P relative to the limit on the hydraulic pressure P based on the sound vibration request, and in this case, a larger increase amount ΔP is read in compared to when the gear ratio IP is greater than the predetermined gear ratio IP1 (corresponding to the negative determination in step S61, step S62).

[0101] (Other Modifications)

[0102] In the flowcharts shown in FIGS. 2, 6, 7, and 10, the control performed by the controller 11 may be modified as follows.

[0103] For example, in step S2, it may be determined whether the temperature of the engine ENG is equal to or lower than a predetermined temperature. Similar to the predetermined temperature α, this predetermined temperature may be set in advance as a value that defines the heating assist operation range. In other words, the heating assist operation range may be defined by the temperature of the engine ENG. As described above, the engine ENG coolant temperature Tw may be used as the temperature of the engine ENG.

[0104] The increasing correction of the hydraulic pressure P shown in steps S8 and S9 may be an increasing correction that increases the hydraulic pressure P at a predetermined constant rate. In this case, the portion of the hydraulic pressure P after the increasing correction that is increased at a constant rate corresponds to the increase in the hydraulic pressure P. In this case, in step S9, the hydraulic pressure P can be increased at a constant rate, while the increase in the increased hydraulic pressure P can be made smaller.

[0105] When performing an increasing correction to increase the hydraulic pressure P at a constant rate, in step S62 in the flowchart shown in Fig. 10, instead of increasing the increase amount ΔP, the constant rate can be set to a larger rate. Even in this case, the hydraulic pressure P can be increased further when performing an increasing correction of the hydraulic pressure P in step S8 thereafter. The hydraulic pressure P to be increased at a constant rate and the hydraulic pressure P to be increased at a rate greater than the constant rate can also be specified in advance on the gear shift map.

[0106] When the hydraulic pressure P is increased in steps S8 and S9, the engine controller 111 may control the engine ENG in response to a change in the load on the engine ENG, instead of the driver operating the accelerator. Such control may also be performed during automatic driving.

[0107] Next, the main effects of the controller 11 will be described.

[0108] (1) The controller 11 is a control device for a vehicle that travels by transmitting the driving force of the engine ENG to the drive wheels DW via the transmission TM. When the oil temperature TOL is lower than a predetermined temperature α, the controller 11 increases the oil pressure P of the transmission TM compared to when the oil temperature TOL is higher. Even if the oil temperature TOL is lower than the predetermined temperature α, if the rotation speed NE changes from outside the predetermined range to within the predetermined range, the controller 11 reduces the increase in the oil pressure P.

[0109] According to this configuration, when the rotation speed NE falls within a predetermined range that is likely to cause discomfort to the driver, the increase in the hydraulic pressure P, i.e., the increase amount ΔP, is reduced to lower the hydraulic pressure P. This makes it possible to prevent the driver from feeling uncomfortable by increasing the hydraulic pressure P. Furthermore, even if the increase amount ΔP is reduced, the hydraulic pressure P can still be increased, so it is possible to increase the load on the engine ENG by increasing the load on the transmission TM without reducing the hydraulic pressure P more than necessary, and this also makes it possible to increase the temperature of the engine ENG.

[0110] (2) The controller 11 is a control device for a vehicle that travels by transmitting the driving force of the engine ENG to the drive wheels DW via the transmission TM. When the oil temperature TOL is lower than a predetermined temperature α, the controller 11 increases the oil pressure P of the transmission TM compared to when the oil temperature TOL is higher. Even when the oil temperature TOL is lower than the predetermined temperature α, if the deceleration DCC changes from outside the predetermined range to within the predetermined range, the controller 11 reduces the increase in the oil pressure P.

[0111] According to this configuration, when the deceleration DCC falls within a predetermined range that is likely to cause discomfort to the driver, the hydraulic pressure P is lowered by reducing the increase in the hydraulic pressure P, i.e., the increase amount ΔP. This makes it possible to prevent the driver from feeling uncomfortable by increasing the hydraulic pressure P. Furthermore, even if the increase amount ΔP is reduced, the hydraulic pressure P can still be increased. Therefore, it is possible to increase the load on the engine ENG by increasing the load on the transmission TM without reducing the hydraulic pressure P more than necessary, and this also makes it possible to increase the temperature of the engine ENG.

[0112] (3) When the oil temperature TOL is lower than a predetermined temperature α, if the gear ratio IP of the transmission TM is equal to or less than a predetermined gear ratio IP1, the controller 11 increases the oil pressure P of the transmission TM more than when the gear ratio IP is greater than the predetermined gear ratio IP1.

[0113] With this configuration, when there is ample room to increase the oil pressure P without deteriorating the sound and vibration performance below an allowable level, the oil pressure P can be increased further. Therefore, the load on the engine ENG can be increased further while suppressing deterioration of the sound and vibration performance.

[0114] (4) The first sound vibration upper limit regulation pressure Pnv1 is set to different values ​​corresponding to outside and inside the predetermined region. When the first sound vibration upper limit regulation pressure Pnv1 is changed between outside and inside the predetermined region, the controller 11 changes the first sound vibration upper limit regulation pressure Pnv1 at a predetermined change rate β. The same applies to the second sound vibration upper limit regulation pressure Pnv2 and the sound vibration upper limit regulation pressure Pnv.

[0115] According to this configuration, the oil pressure P limited to the first sound vibration upper limit regulation pressure Pnv1, the second sound vibration upper limit regulation pressure Pnv2, or the sound vibration upper limit regulation pressure Pnv changes at a predetermined rate of change β or a predetermined rate of change γ while remaining limited, thereby preventing a sudden change in the oil pressure P.

[0116] (5) The temperature of the transmission TM is the temperature of the oil that generates the oil pressure P of the transmission TM, that is, the oil temperature TOL.

[0117] According to this configuration, the heating assist operation region is set based on the oil temperature TOL of the transmission TM, which makes it easier to configure the control of the oil pressure P of the transmission TM by the transmission controller 112.

[0118] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments.

[0119] 11: Controller (vehicle control device) DCC: Deceleration DW: Drive wheels ENG: Engine (drive source) IP: Gear ratio IP1: Predetermined gear ratio NE: Rotation speed P: Oil pressure ΔP: Increase amount (increase in oil pressure) Pnv: Sound vibration upper limit regulation pressure Pnv1: First sound vibration upper limit regulation pressure (sound vibration upper limit regulation pressure) Pnv2: Second sound vibration upper limit regulation pressure (sound vibration upper limit regulation pressure) TOL: Oil temperature (temperature of continuously variable transmission, oil temperature) TM: Transmission (continuously variable transmission) α: Predetermined temperature β: Predetermined rate of change γ: Predetermined rate of change

Claims

1. A control device for a vehicle that travels by transmitting the driving force of a drive source to drive wheels via a continuously variable transmission, wherein when the temperature of the drive source or the continuously variable transmission is lower than a predetermined temperature, the oil pressure of the continuously variable transmission is increased compared to when the temperature is higher, and when the rotation speed of the drive source changes from outside a predetermined range to within a predetermined range, even if the temperature of the drive source or the continuously variable transmission is lower than the predetermined temperature, the increase in the oil pressure is reduced.

2. A control device for a vehicle that travels by transmitting the driving force of a drive source to drive wheels via a continuously variable transmission, wherein when the temperature of the drive source or the continuously variable transmission is lower than a predetermined temperature, the oil pressure of the continuously variable transmission is increased compared to when the temperature is higher, and when the deceleration of the vehicle changes from outside a predetermined range to within a predetermined range, even if the temperature of the drive source or the continuously variable transmission is lower than the predetermined temperature, the increase in the oil pressure is reduced.

3. A vehicle control device as claimed in claim 1 or 2, wherein when the temperature of the drive source or the continuously variable transmission is lower than the predetermined temperature, and the gear ratio of the continuously variable transmission is equal to or less than the predetermined gear ratio, the hydraulic pressure of the continuously variable transmission is increased more than when the gear ratio is greater than the predetermined gear ratio.

4. A vehicle control device as claimed in claim 1 or 2, wherein a noise vibration upper limit regulation pressure is set for the hydraulic pressure of the continuously variable transmission, the noise vibration upper limit regulation pressure is set to different values ​​corresponding to outside the specified range and inside the specified range, and when the noise vibration upper limit regulation pressure is changed between outside the specified range and inside the specified range, the noise vibration upper limit regulation pressure is changed at a specified rate of change.

5. A vehicle control device according to claim 1 or 2, wherein the temperature of the continuously variable transmission is the temperature of oil that generates hydraulic pressure for the continuously variable transmission.

6. A control method for a vehicle that travels by transmitting the driving force of a drive source to drive wheels via a continuously variable transmission, comprising: increasing the hydraulic pressure of the continuously variable transmission when the temperature of the drive source or the continuously variable transmission is lower than a predetermined temperature, compared to when the temperature is higher; and reducing the increase in the hydraulic pressure when the rotation speed of the drive source changes from outside a predetermined range to within a predetermined range, even when the temperature of the drive source or the continuously variable transmission is lower than the predetermined temperature.

7. A program executable by a computer of a control device for a vehicle that travels by transmitting the driving force of a driving source to driving wheels via a continuously variable transmission, the program including: increasing the hydraulic pressure of the continuously variable transmission when the temperature of the driving source or the continuously variable transmission is lower than a predetermined temperature, compared to when the temperature is higher; and reducing the increase in the hydraulic pressure when the rotation speed of the driving source changes from outside a predetermined range to within a predetermined range, even when the temperature of the driving source or the continuously variable transmission is lower than the predetermined temperature.

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